JP4471025B2 - Navigation device, program - Google Patents

Description

  The present invention relates to a technique for detecting meteorological information on a route to a destination more accurately and in accordance with actual conditions.

Conventionally, a navigation system having a function of searching for a route to a destination and guiding the searched route is known.
This type of navigation system detects the vehicle position, draws map data around the vehicle position on the display, displays a vehicle mark on the map, and changes the vehicle position. In addition, there is one having a function of guiding a road map by scrolling the map.

  Furthermore, recent navigation systems have a communication function for communicating with an external server or network, a reproduction function for reproducing audio / video data such as a CD or a DVD, a reception function for receiving a television broadcast or a radio broadcast, and the like. Installed or available. In particular, by using the communication function, it is possible to acquire information about accidents and traffic jams occurring outside the vehicle in real time, and to acquire new map data and facility data from a map distribution server. The convenience of the user is improved.

As an example of using the communication function, there is a function of receiving weather information sent from the outside, and displaying a rainfall situation or a weather situation at a specific point based on the weather information.
However, in the navigation system as described above, weather information acquired from a server or the like can be displayed on the display, but attention information and information to be warned (for example, a typhoon) are issued in the direction of the destination There was no way to present it to the driver and call attention. For this reason, the driver had to look at the destination map and then check for warning information.

Therefore, in Patent Document 1, in order to call attention to the typhoon situation at the destination, for example, when a guide point such as a destination or current location is included in the typhoon-affected area, the typhoon is displayed on a display capable of displaying a road map. A technique for displaying interrupt information including a course prediction is disclosed (for example, see Patent Document 1).
JP 2006-84250 A

  However, in the technique disclosed in Patent Document 1, for example, it is merely determined whether or not a guidance point such as a destination or current location is included in the typhoon-affected region, and a route from the current position to the destination is determined. The relationship between roads where vehicles are traveling and weather phenomena such as typhoons was not taken into account. For this reason, the driver still had to look at the map, and then check whether there was warning information on the route and the road that was running.

  In a conventional navigation system, it is possible to detect traffic information on the route to the destination. However, for the following reasons, the traffic information detection method can be applied to the detection of weather information as it is. There was a problem that the meteorological information could not be detected. In other words, for traffic information such as traffic congestion and traffic restrictions, traffic information is provided as whether there is an impact on the road, and by determining whether the provided road and the route (road) are the same, the purpose is Traffic information on the route to the ground is detected. On the other hand, in the case of meteorological information, the meteorological information can acquire the meteorological state in an area such as a grid, but the actual meteorological phenomenon state does not switch exactly for each area. If there is storm information in the grid next to, the grid on which the route exists is naturally expected to be affected, and this is weather information to warn the user. However, in the conventional detection method such as traffic information as described above, it is not possible to determine information to be alarmed in an area that is slightly off the route, and it is not possible to detect weather information according to the actual situation.

  The present invention has been made in view of such problems, and the object of the present invention is a technique for detecting meteorological information on a route to a destination more accurately and in accordance with actual conditions. It is to provide.

  According to the navigation device according to claim 1 made to solve the above-mentioned problem, the travel path specifying means specifies the travel path on which the vehicle travels, and the detection area defining means is specified by the travel path specifying means. An area within a predetermined range from the travel path is defined as a detection area for detecting the presence or absence of an influence by a weather phenomenon whose trend should be noted. Specific examples of the travel route include a route from the current location to the destination calculated by route calculation, and a road (road road) on which the vehicle is currently traveling. Moreover, a weather information acquisition means acquires the weather information set corresponding to every 1st predetermined division unit on a map. Further, the determining means refers to the weather information acquired by the weather information acquiring means, and is a member of the “influence area” composed of the first predetermined section in which the weather phenomenon whose trend should be noted is set. It is determined whether the part exists in the detection area defined by the detection area defining means. Then, when a part of the influence area exists in the detection area, the determination unit considers that there is an influence due to a weather phenomenon corresponding to the influence area.

Note that even when an arbitrary point on the outer edge of the affected area of the meteorological phenomenon to which the trend should be noted is located on the outer edge of the detected area, it is determined that a part of the affected area of the meteorological phenomenon exists in the detected area.
Therefore, by providing the above-described detection area, it is possible to detect meteorological information on the route to the destination more accurately and in accordance with the actual situation.

By the way, the driver wants to obtain as much information as possible about the meteorological phenomenon existing around the current location. Therefore, the above-described detection area can be set so as to include an area around the current location of the vehicle. Specifically, as in claim 20 , it is conceivable that the detection area defining means sets the detection area to include an area within a predetermined distance from the current location of the vehicle. In this way, it is possible to more easily predict the influence of the weather phenomenon existing around the current location on the destination of the vehicle.

By the way, about the above-mentioned detection area | region, it is possible to comprise by the predetermined division unit on a map. Specifically, as in claims 1 and 16 , it is conceivable that the detection area defining means configures the detection area in units of second predetermined sections on the map.

Further, it is conceivable that the predetermined partition unit constituting the detection area is set smaller than the predetermined partition unit constituting the influence area. Specifically, as in claim 1 , the detection region defining means may set the second predetermined partition unit constituting the detection region to be smaller than the first predetermined partition unit constituting the influence region. It is done. In this way, the detection area can be set more finely, and the influence of the future weather phenomenon on the destination of the vehicle can be predicted with higher accuracy.

In this case, it is conceivable that the predetermined section of the detection area is configured by a grid. Specifically, as in claim 17 , it is conceivable that the detection area defining means configures the second predetermined section constituting the detection area by a grid divided by latitude and longitude. If it does in this way, it can respond to the weather information comprised by the grid divided by the latitude longitude, for example.

Further, the second predetermined section of the detection area described above may be constituted by a circular area (Claim 18 ) or a polygonal area (Claim 19 ).
By the way, in order to always detect meteorological information accurately and in accordance with the actual situation, the detection area specified as described above is specified by the following method according to the travel route and the driving situation. Is desirable.

(1) It is conceivable that the detection area defining means defines the detection range according to the distance from the current location (claims 2 and 6 ). This is because the weather phenomenon moves with time, so the vehicle travels along the road and detects weather information that is likely to be encountered when reaching any point on the road in advance. This is to perform pre-detection.

(2) Further, it is conceivable that the detection area defining means defines the detection range according to the required time from the current location (claims 3, 7, 10 ). By defining the detection range based on the required time rather than the distance, it is possible to detect in advance a wide range of meteorological phenomena that will occur at that time before reaching any point on the road. This is because prior detection is performed.

(3) Further, it is conceivable that the detection area defining means defines a detection area corresponding to an arbitrary point on the travel path according to the size of the influence area of the meteorological phenomenon (claims 4, 8, 11, 13 ) . This is because, when the range of weather information is wide, the influence ratio is considered to be larger than usual, so that the detection area can be expanded to enable prior detection.

(4) Further, when the vehicle continuously travels for a predetermined time at a predetermined traveling speed or less, the detection area defining means may define a detection area corresponding to the current location of the vehicle according to the traveling speed. (Claims 5, 14, 15 ). This is because the vehicle traveling speed is low, so that the time staying at the point tends to be long, so that the weather information that may be encountered is detected in advance by expanding the detection area of the point. .

(5) In addition, the detection region defining means, Ru it is considered that defined according to the speed limit detection area corresponding to the current position of the vehicle. This is because the vehicle traveling speed is slow, so that the time staying at the point tends to be long, and by detecting the meteorological phenomenon that may be encountered by widening the detection area of the point. .

(6) Further, it is conceivable that the detection area defining means defines a detection area corresponding to an arbitrary point on the travel road according to the type of weather phenomenon (claim 21 ). This is because, when the type of weather phenomenon is dangerous for the traveling of the vehicle, the influence ratio is considered to be larger than usual, so that the detection area can be expanded and detection can be performed in advance.

(7) Further, when there is a passing point on the traveling road, the detection area defining means may define a predetermined range centered on the passing point existing on the traveling road as the detection area (claim 22 ). This is because the presence of a passing point tends to increase the time for staying at the point, so that a meteorological phenomenon that may be encountered is detected in advance by expanding the detection range of the point.

(8) Further, it is conceivable that the detection area defining means defines the detection area according to the type of the passing point (claim 23 ). This is because when a passing point is a specific facility such as a theme park or golf course, it tends to stay longer than usual, so by expanding the detection range of that point, a meteorological phenomenon that may be encountered This is for detecting in advance.

(9) In addition, when the searched route is a route that passes through the same point a plurality of times, the detection region defining means may define a predetermined range corresponding to the point that passes a plurality of times as a detection region. Item 24 ). In this case, the detection area corresponding to the point that passes a plurality of times may be redefined after passing the point (claim 25 ). This is because the fact that the route is intersecting means that the weather information will affect whether or not the weather information will affect the passage of the point for the second time. This is to detect in advance weather phenomena that may occur.

By the way, you may make it notify a driver | operator by displaying the determination result by the above-mentioned determination means. Specifically, as in claim 26 , the display means for displaying various information to the user and the influence of the meteorological phenomenon corresponding to the affected area since a part of the affected area exists in the detected area. It is conceivable to include display control means for displaying, on the display means, determination information indicating that when the determination means determines that there is a problem.

This makes it possible to easily predict the influence of the future weather phenomenon on the destination of the vehicle.
Further, as the above-described determination information, it is conceivable to display at least the traveling road, the detection area, and the influence area on the display means (claim 27 ).

  This makes it easier to understand the route from the current location to the destination and the positional relationship between the road on which the vehicle is traveling and the weather phenomenon such as a typhoon, thus further affecting the destination of the vehicle due to the future weather phenomenon. Can be easily predicted.

In addition, about the above-mentioned detection area | region, setting the distance from the arbitrary points on a travel path to an outer edge is considered constant.
It is also conceivable to display the above-described determination information together with map information. Specifically, as described in claim 28 , the information processing apparatus includes map information acquisition means for acquiring map information, the display means can display the map information acquired by the map information acquisition means, and the display control means includes map information. It is conceivable to display the map on the display unit based on the map information acquired by the acquisition unit and to display the determination information on the display unit.

  This makes it easier to grasp the route from the current location to the destination, or the positional relationship between the road on which the vehicle is traveling and the meteorological phenomenon such as a typhoon. Therefore, it is possible to more easily predict the influence of the future weather phenomenon on the destination of the vehicle.

In order to realize the functions of the detection area defining means and the determining means in the navigation device according to any one of claims 1 to 25 as described above in a computer system, it is provided as a program that is started on the computer system side. (Claim 29 ). In order to realize the functions of the detection area defining means, the determining means, and the display control means in the navigation device according to any one of claims 26 to 28 in a computer system, the program is provided as a program that is started on the computer system side. (Claim 30 ). Such a program is recorded on a computer-readable recording medium such as a magneto-optical disk, CD-ROM, DVD-ROM, hard disk, ROM, RAM, etc. A function as a control means can be realized.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a schematic configuration of the navigation device 20.
[1. Description of navigation device configuration]
The navigation device 20 is mounted on a vehicle and is similar to the position detector 21 that detects the position, speed, traveling direction, and the like of the vehicle, the operation switch group 22 for inputting various instructions from the user, and the operation switch group 22. A remote control terminal (hereinafter referred to as a remote controller) 23a capable of inputting various instructions, a remote control sensor 23b for inputting a signal from the remote controller 23a, an external communication device 24 for receiving external information from the external information center 5, In order to output a map data input device 25 for inputting map data and the like from an external recording medium in which map data and various information are recorded, a display device 26 for performing various displays such as map display, and various guide voices and the like. Audio output device 27, an external memory 28 connected to the control circuit 29 and storing various information, and a control circuit 29.

The position detector 21 receives a radio wave transmitted from an artificial satellite for GPS (Global Positioning System) via a GPS antenna and detects the position, speed, traveling direction, etc. of the vehicle, and in addition to the vehicle. And a distance sensor 21c for detecting the distance traveled by the vehicle. Each of the sensors 21a to 21c has an error having a different property, and is configured to be used while complementing each other. Depending on the accuracy, a part of the sensors described above may be used, or a steering rotation sensor, a wheel sensor of each rolling wheel, or the like may be used.

  The operation switch group 22 includes a touch panel that is configured integrally with the display device 26 and installed on the display screen, and a mechanical key switch provided around the display device 26. Note that the touch panel and the display device 26 are laminated and integrated, and there are various types of touch panels such as a pressure-sensitive method, an electromagnetic induction method, a capacitance method, or a combination thereof. It may be used.

  The external communication device 24 receives weather information distributed from the information center 5 by FM multiplex broadcasting, satellite broadcasting, radio waves, optical beacons and the like. Alternatively, the weather information may be received from the information center 5 via a telephone network such as the Internet.

The external communication device 24 corresponds to weather information acquisition means.
The map data input device 25 is a device for inputting various data stored in a map data storage medium (not shown) (for example, a hard disk or a DVD-ROM). The map data storage medium includes map data as map information (node data, link data, cost data, background data, road data, name data, mark data, intersection data, facility data, etc.), voice data for guidance, Voice recognition data and the like are stored. Instead of inputting these data from the map data storage medium, these data may be input via a communication network.

  The display device 26 is a color display device, and any of a liquid crystal display, a plasma display, a CRT, or the like may be used. The display screen of the display device 26 includes a mark indicating the current location identified from the current position of the vehicle detected by the position detector 21 and the map data input from the map data input device 25, a guidance route to the destination, and a name. Additional data such as landmarks and symbol marks of various facilities can be displayed in an overlapping manner. In addition, as described later, the display mode of the corresponding section on the map is changed and displayed so that the section corresponding to the weather information set corresponding to the predetermined section unit on the map can be distinguished from other sections. (See FIGS. 5 and 6).

The display device 26 corresponds to display means.
The voice output device 27 can output voices of various guides such as travel guides.
The control circuit 29 is configured around a well-known microcomputer comprising a CPU, ROM, RAM, I / O and a bus line connecting these components, and includes the above-described position detector 21, operation switch group 22, Various processes are executed in response to inputs from the remote control sensor 23b, the external communication device 24, and the map data input device 25, and the external communication device 24, the display device 26, and the audio output device 27 are controlled. The control circuit 29 executes various processes using data in the external memory 28 as necessary according to a program stored in a ROM or the like.

  For example, the navigation-related processing includes map display processing and route guidance processing. In the map display processing, the current position of the vehicle is calculated as a set of coordinates and traveling directions based on each detection signal from the position detector 21, and a map or the like near the current position read via the map data input device 25 is calculated. This is a process of displaying on the display device 26. The route guidance processing is performed based on the point data stored in the map data input device 25 and the destination set in accordance with the operation of the operation switch group 22 or the remote controller 23a. This is a process of calculating a route and performing travel guidance for the calculated route. As a method for automatically setting an optimum route in this way, a method such as cost calculation by the Dijkstra method is known.

The control circuit 29 also performs weather information display processing in parallel with the map display processing and route guidance processing described above. A detailed description of this process will be described later.
The control circuit 29 corresponds to a travel path specifying unit, a detection area defining unit, a determining unit, and a display control unit.

As described above, the navigation apparatus 20 acquires weather information from the information center 5 via the external communication device 24. The information center 5 will be described.
The information center 5 includes a weather information database that stores weather information to be transmitted to the navigation device 20, a line terminal device (both not shown) that communicates via a communication line, and a server (not shown). (Not shown).

  In the weather information database, weather information in a relatively wide area accumulated based on information collected at any time from an organization that provides weather observation information is accumulated. This weather information is accumulated corresponding to each predetermined section unit (corresponding to the first predetermined section unit) on the map. As the predetermined section, for example, a section in grid units divided by latitude and longitude, a section divided by the administrative boundaries, and the like can be considered. In this embodiment, as illustrated in FIG. 5, a 14-km square grid unit section divided by latitude and longitude is used. In addition, as a division, you may use the division of the polygon (polygon) unit which shows the shape of area | regions, such as a group (County) and a city (City) (refer FIG. 15). In FIG. 15, the group (County) is expressed as a figure surrounded by a thick line, and the city (City) is expressed as a figure surrounded by a thin line. Further, in FIG. 15, one of the cities (City) is indicated by hatching. The weather information stored in the weather information database includes current status information / forecast information (sunny, rain, lightning, storm, etc.) and FIG. 2 (b) as illustrated in FIG. 2 (a). Such as weather warnings (tornados, floods, etc.). Further, the types (types) of weather warnings include tornado, thunderstorm, typhoon, rain, fog, sleet, snow and hail (see FIG. 3). Note that the weather warning corresponds to “a meteorological phenomenon whose trend should be noted” in the claims.

[2. Explanation of weather information display process]
Next, weather information display processing executed by the control circuit 29 of the navigation device 20 will be described with reference to the flowchart of FIG. 4 and FIG. FIG. 5 is an explanatory diagram for explaining weather information display processing.

  First, the control circuit 29 determines whether or not the path calculated by the path calculation exists in the buffer (S105). If the determination is negative (S105: NO), the control circuit 29 determines whether or not the vehicle is located on the road (S150). If the determination is negative (S150: NO), the process returns and executes this process again. On the other hand, if the determination is affirmative (S150: YES), the control circuit 29 detects the road on which the vehicle is in the detection region based on the current location of the vehicle (own vehicle position), the traveling direction of the vehicle, and the map data. The target of setting (S155), the process proceeds to S115. The detection area refers to an area for detecting the presence or absence of an influence due to a meteorological phenomenon whose trend should be noted. Further, the route calculated by the above route calculation and the road on which the vehicle is traveling correspond to the traveling route in the claims.

If the determination in step S105 is affirmative (S105: YES), the control circuit 29 sets the path as a target for setting a detection area (S110), and proceeds to S115.
Subsequently, the control circuit 29 defines an area within a predetermined range from the travel path to be set as a detection area according to the following processes of S115 to S130.

  First, the control circuit 29 determines a parameter for determining a detection area (S115). Specific examples of parameters include the direction of travel of the vehicle, the speed (or travel distance) of the vehicle, the expected arrival time, the type of weather information, whether the vehicle is a road (road or road) on the road, or a guide route. And road type. The parameters include parameters that are referred to when determining the detection area. More specifically, (1) the distance to an arbitrary point, (2) the required time to the arbitrary point, (3) the range of weather information, (4) the traveling speed of the vehicle, (5) the road speed limit, (6) Type of weather information, (7) Presence / absence of passing point, (8) Type of passing point, (9) Route shape, and the like. Note that each detection area determination parameter is valid in the initial setting, but can be selected as valid / invalid by a user operation via the operation switch group 22, and is set valid in this S115. Are determined as parameters for determining the detection area. In the following description, a case where two parameters of (1) “distance to an arbitrary point” and (2) “required time to an arbitrary point” are determined as parameters for determining a detection area will be described as an example. The case where other parameters are determined as parameters for determining the detection area will be described later.

  Subsequently, the control circuit 29 determines whether or not it is the detection region redetermination timing in order to periodically review the detection region (S117). In addition, when the detection area has never been determined on the road or the guide route that is the setting target, an affirmative determination is made here. Here, the redetermination timing is when the route is set (including when resetting), when the current position is updated, when a predetermined time has passed periodically, when the vehicle speed has changed, When updating weather information, changing the type of traveling road, increasing / decreasing passing points, etc., one or more of these conditions are used as valid. In addition, a redetermination timing common to all parameters and a redetermination timing specific to each parameter may be set. When the redetermination timing specific to each parameter is set and a valid parameter is selected, the redetermination timing specific to the selected parameter may be valid together with the redetermination timing common to all parameters, Only one of the redetermination timing common to all parameters or the redetermination timing specific to the selected parameter may be valid. For (1) parameter “distance to arbitrary point”, “when current position is updated” may be set as a parameter-specific redetermination timing, and (2) parameter “time required to arbitrary point” May set “when the current position is updated” as the parameter-specific redetermination timing. The redetermination timing specific to each other parameter will be described later.

  In S117, when all the parameters determined as detection area determination parameters are not at the redetermination timing (S117: NO), the process proceeds to S135 described later. On the other hand, when the detection area has not been determined once in the road or the guide route that has been set, or when it is the redetermination timing for any of the parameters determined as the detection area determination parameters (S117: YES), the control circuit 29 determines whether or not the detection area determination parameter at the redetermination timing has exceeded the detection area change threshold (S120). Note that (1) the detection area change threshold for the parameter “distance to an arbitrary point” is “the distance to the arbitrary point is equal to or greater than Xmile”, and (2) the detection for the parameter “required time to the arbitrary point”. The threshold for region change is “the required time to an arbitrary point is Xmin or more”. If the determination is affirmative (S120: YES), the detection area is increased or decreased according to the parameters (S125). Specifically, (1) if the detection area change threshold for the parameter “distance to an arbitrary point” is exceeded, the outer edge of the detection area from the path between the arbitrary points according to the distance from the current location to the arbitrary point To n times. For example, when the distance from the current location to the 10-mile point to the outer edge of the detection area is a predetermined distance (for example, 7 km), the route between the 10-mile point and the 30-mile point from the current location For example, the distance to the outer edge of the detection area is doubled, and the distance from the current location to the outer edge of the detection area is quadrupled from the path between 30 and 50 miles. This is because the weather phenomenon moves with time, so the vehicle travels along the road and detects weather information that is likely to be encountered when reaching any point on the road in advance. This is to perform pre-detection. In addition, the detection area | region may make the space | interval of arbitrary points fine and smooth the expansion of a detection area | region. Further, the distance from each arbitrary point to the outer edge of the detection area may be determined, and the outer edge of the detection area with respect to the path between the arbitrary points may be connected to the outer edge at each arbitrary point. Specifically, if the distance from that point to the outer edge of the detection area is set to a predetermined distance (for example, 7 km) at a point of 10 miles, the distance from that point to the outer edge of the detection area is doubled at a point of 30 miles from the current location. And at the point of 50mile from the current location, the distance from that point to the outer edge of the detection area is quadrupled, the outer edge at each determined point is connected, and the outer edge of the detection area corresponding to the path between the points is defined, etc. is there.

  In addition, when the detection area change threshold for the parameter “time required to the arbitrary point” is exceeded, the distance from the route between the arbitrary points to the outer edge of the detection area according to the required time to the arbitrary point N times. As an example, when the distance from the current location to a point that requires 30 minutes to the outer edge of the detection region is a predetermined distance (for example, 7 km), the detection region from the route from the current location to a point that requires 45 minutes from the current location The distance from the current location to the outer edge of the detection area is quadrupled, and the distance from the current location to the point requiring 60 min is doubled. This is because pre-detection is performed by preliminarily detecting a wide range of meteorological phenomena that move before reaching an arbitrary point by defining a detection range based on a required time rather than a distance. Also, in (2) parameter “required time to arbitrary point”, as in (1) parameter “distance to arbitrary point”, the interval between arbitrary points is made finer, and the detection area can be expanded smoothly. The distance from the outer edge of the detection area to the outer edge of the detection area may be determined, and the outer edge of the detection area for the path between the arbitrary points may be connected to the outer edge at each arbitrary point.

Then, the control circuit 29 determines a detection area (S130, see FIG. 5). On the other hand, if the determination is negative (S120: NO), the process returns to S117.
In the present embodiment, the detection area is constituted by a predetermined section unit (corresponding to a second predetermined section unit) on the map. Further, the predetermined section constituting the detection area is configured by a 7 km square grid divided by latitude and longitude. In addition, the unit section which comprises a detection area is set smaller than the unit section which comprises the influence area | region of a meteorological phenomenon. The detection area is set so that the distance from the arbitrary point to the outer edge increases stepwise in accordance with the distance from the current location to the arbitrary point on the travel path. For example, every time the path length exceeds a predetermined value, the distance from the arbitrary point to the outer edge is increased. Note that the distance from the arbitrary point to the outer edge may be set by the number of grids. Further, the detection area is set so as to include an area within a predetermined distance from the current location of the vehicle. In the present embodiment, an area within 100 km from the current location of the vehicle is included in the detection range.

  Subsequently, the control circuit 29 refers to the weather information acquired by the external communication device 24 and determines whether or not a weather warning exists in the determined detection area (S135). Specifically, referring to the weather information, there is a part of the “influence area” in the detection area, which is an area that is affected by the meteorological phenomenon that requires attention to the trend while the vehicle is traveling on the road. It is determined whether or not. It should be noted that an affirmative determination is also made when an arbitrary point on the outer edge of the meteorological phenomenon influence region is located on the outer edge of the detection region. If the determination is affirmative (S135: YES), the control circuit 29 considers that the weather phenomenon has an influence, and notifies the user (determination result) to that effect (S140). Specifically, the “traveling road” such as a route or road, a “detection region”, and a “climate phenomenon influence region” are displayed on the display device 26. Then, the process proceeds to S145.

  On the other hand, if the determination is negative in S135 (S135: NO), the control circuit 29 determines whether or not a weather warning is expected to occur within the determined detection area (S160). In this case, the estimated arrival time may be taken into consideration. For example, an affirmative determination is made when the arrival time at the detection area is the same as the predicted weather alarm occurrence time, and notification to that effect is made. If the determination is affirmative (S160: YES), it is assumed that there is an influence due to the weather phenomenon, the user is notified of this (S140), and the process proceeds to S145. On the other hand, when it is negative determination (S160: NO), it transfers to S120.

  Subsequently, the control circuit 29 determines whether or not to execute a re-search (S145). For example, an affirmative determination may be made when the user leaves the guide route, re-searches by user operation, or when the traffic situation on the guide route changes during the dynamic route search. If the determination is affirmative (S145: YES), the process proceeds to S105. On the other hand, when it is negative determination (S145: NO), it transfers to S117.

  A case where parameters other than the two parameters (1) parameter “distance to an arbitrary point” and (2) parameter “required time to an arbitrary point” are determined as parameters for determining a detection area will be described in order.

  First, for (3) parameter “range of weather information”, “when weather information is updated” is preferably set as a parameter-specific redetermination timing. For this parameter, the detection area change threshold is set to “when the size of the area affected by the meteorological phenomenon is greater than or equal to the radius Xmile”. The distance to the outer edge of the detection area is set to be n times according to the size of the influence area of the phenomenon. For example, as illustrated in FIG. 7, the distance from an arbitrary point to the outer edge of the detection area is doubled when the influence area (grid total) of the meteorological phenomenon is 50 km square. In addition, about arbitrary points, it specifies as follows. That is, it is determined whether or not a guidance route detection area exists within a predetermined distance (for example, 100 km) from a weather phenomenon influence area in a weather phenomenon where the magnitude of the influence area of the weather phenomenon is a predetermined range or more. If it exists, a point corresponding to the detection area portion is set as an arbitrary point. In addition, when the direction information of the meteorological phenomenon can be acquired as meteorological information, it is determined whether there is a detection area of the guide route on the direction of travel of the affected area of the meteorological phenomenon Alternatively, a point corresponding to the detection area portion may be set as an arbitrary point. This is because, when the range of weather information is wide, the influence ratio is considered to be larger than usual, so that the detection area can be expanded to enable prior detection.

  Further, regarding (4) the parameter “traveling speed of the vehicle”, “when the vehicle speed changes” may be set as a parameter-specific redetermination timing. For this parameter, the detection area change threshold is set to “when the vehicle continues to travel at a speed equal to or less than Xmile / h for a certain time (s)” and exceeds the detection area change threshold. The distance from an arbitrary point to the outer edge of the detection area is set to n times according to the traveling speed of the vehicle. For example, as illustrated in FIG. 8, when the vehicle continuously travels at a speed of 10 mil / h or less for 10 minutes, the distance from the vehicle position to the outer edge of the detection area is doubled, Furthermore, when the vehicle continuously travels at a speed of 10 mil / h or less for 10 minutes, the distance from the vehicle position to the outer edge of the detection area is quadrupled. This is because the vehicle traveling speed is low, so that the time staying at the point tends to be long, so that the weather information that may be encountered is detected in advance by expanding the detection area of the point. .

  In addition, for (5) the parameter “road speed limit”, it is preferable that “when the road type is changed” is set as the parameter-specific redetermination timing. For this parameter, the detection area change threshold is set to “when the road speed limit changes to Xmile / h or less”, and if the detection area change threshold is exceeded, the road restriction The distance from an arbitrary point to the outer edge of the detection region is set to n times according to the speed. For example, as illustrated in FIG. 8, when the vehicle is on a road with a speed limit of 10 milli / h or less, the distance from the vehicle position to the outer edge of the detection area is doubled. It is. This is because the vehicle traveling speed is slow, so that the time staying at the point tends to be long, and by detecting the meteorological phenomenon that may be encountered by widening the detection area of the point. .

  For (6) parameter “type of weather information”, “when weather information is updated” may be set as a redetermination timing specific to the parameter. For this parameter, the detection area change threshold is set to “when specific weather information exists”, and if the detection area change threshold is exceeded, it is optional depending on the type of weather information. The distance from the point to the outer edge of the detection area is set to n times. For example, as illustrated in FIG. 9, for example, when a tornado is generated, the distance from an arbitrary point to the outer edge of the detection region is doubled. In addition, about arbitrary points, it specifies as follows. That is, it is determined whether or not a guide route detection area exists within a predetermined distance (for example, 100 km) from the influence area of a specific type of meteorological phenomenon. A point to be used is an arbitrary point. In addition, when the direction information of the meteorological phenomenon can be acquired as meteorological information, it is determined whether or not the detection area of the guide route exists in the direction of travel of the affected area of the meteorological phenomenon. Alternatively, a point corresponding to the detection area portion may be set as an arbitrary point. This is because, when the type of weather phenomenon is dangerous for the traveling of the vehicle, the influence ratio is considered to be larger than usual, so that the detection area can be expanded and detection can be performed in advance.

  In addition, (7) the parameter “presence / absence of passing point” is set to “when the passing point is increased / decreased” or “when route setting is performed (including resetting)” as the redetermination timing specific to the parameter. Good. For this parameter, the detection area change threshold is set to “when there is a passing point”, and when the detection area change threshold is exceeded, the distance from the passing point to the outer edge of the detection area is set. It is set to n times. For example, as illustrated in FIG. 10, when there is a passing point, the distance from the passing point to the outer edge of the detection region is tripled. This is because the presence of a passing point tends to increase the time for staying at the point, so that a meteorological phenomenon that may be encountered is detected in advance by expanding the detection range of the point.

  For (8) parameter “type of passing point”, “when the passing point is increased / decreased” or “when route setting is performed (including when resetting)” is set as a parameter-specific redetermination timing. Good. For this parameter, the detection area change threshold is set to “when the passing point is a specific type of facility”, and if it exceeds the detection area change threshold, Accordingly, the distance from an arbitrary point to the outer edge of the detection area is set to be n times. For example, as illustrated in FIG. 11, in the case of a facility where the passing point is expected to stay for a long time, such as a theme park or a golf course, the distance from the passing point to the outer edge of the detection region is increased five times. And so on. This is because when a passing point is a specific facility such as a theme park or golf course, it tends to stay longer than usual, so by expanding the detection range of that point, a meteorological phenomenon that may be encountered This is for detecting in advance.

  Further, for (9-1) parameter “route shape”, “when route setting (including resetting)” is preferably set as a parameter-specific redetermination timing. And for this parameter, the detection area change threshold is set to "in the case of a route that passes the same point multiple times", and if it exceeds the detection area change threshold, the point that passes multiple times To the outer edge of the detection area is set to be n times. For example, as illustrated in FIG. 12, when a route that passes through the departure point is drawn twice, the distance from the departure point to the outer edge of the detection region is tripled. This is because the fact that the route is intersecting means that the weather information will affect whether or not the weather information will affect the passage of the point for the second time. This is to detect in advance weather phenomena that may occur.

  Note that (9-2) For the parameter “route shape”, the n-fold increase in the distance from the passing point that passes through a plurality of times to the outer edge of the detection region may be excluded during the first pass (see FIG. 13). In this case, until the first passing through the passing point that passes through the plurality of times, the detection area in which the distance to the outer edge is multiplied by n is not displayed (see FIG. 13A), and the passing point that passes through the plurality of times is displayed for the first time. After passing, it is preferable to display a detection region in which the distance to the outer edge is multiplied by n (see FIG. 13B).

[3. Explanation of effect]
(1) Thus, according to the navigation apparatus 20 of this embodiment, there exist the following effects. That is, in the weather information display process, the control circuit 29 defines an area within a predetermined range from the travel path to be set as a detection area (S115 to S130), and refers to the weather information acquired by the external communication device 24. Then, it is determined whether or not a weather warning exists in the detection area (S135). If the determination is affirmative (S135: YES), the control circuit 29 considers that there is an influence due to the weather phenomenon and notifies the user to that effect (S140). Specifically, the control circuit 29 causes the display device 26 to display the travel path, the detection area, and the influence area of the weather warning. Thus, by providing a detection area, it is possible to detect meteorological information on the route to the destination more accurately and in accordance with the actual situation. In addition, it becomes easier to understand the route from the current location to the destination and the positional relationship between the road on which the vehicle is traveling and the weather phenomenon such as a typhoon. Therefore, the influence of the future weather phenomenon on the destination of the vehicle can be easily predicted. can do.

  (2) Also, according to the navigation device 20 of the present embodiment, for the detection area, according to the distance from the current location to the arbitrary point on the travel route, the distance from the arbitrary point to the outer edge is increased as the arbitrary point is farther from the current location of the vehicle. It is set to increase gradually. By setting the distance from the arbitrary point on the road to the outer edge in this way, it is possible to more easily predict the influence of the future weather phenomenon on the destination of the vehicle.

  (3) Also, according to the navigation device 20 of the present embodiment, in the weather information display process, the control circuit 29 determines the detection area based on the parameters (S115), and it is the detection area redetermination timing. (S117: YES) When the detection area change threshold is exceeded (S120: YES), the detection area is increased or decreased in accordance with the parameters (S125). In this way, by setting the distance from an arbitrary point on the road to the outer edge according to the type of weather phenomenon, it is possible to more easily predict the influence of the future weather phenomenon on the destination of the vehicle. it can.

  (4) Further, according to the navigation device 20 of the present embodiment, in the weather information display process, the detection area is set so as to include an area within a predetermined distance from the current location of the vehicle. This makes it possible to more easily predict the influence of the weather phenomenon existing around the current location on the destination of the vehicle.

  (5) Moreover, according to the navigation apparatus 20 of this embodiment, a detection area is comprised per predetermined division on a map. In addition, about the predetermined division which comprises this detection area, it is comprised by the grid divided by the latitude longitude. Thus, for example, it is possible to cope with meteorological information composed of sections of grid units divided by latitude and longitude.

  (6) Moreover, according to the navigation apparatus 20 of this embodiment, the unit zone which comprises a detection area is set smaller than the unit zone which comprises the influence area | region of a meteorological phenomenon. As a result, the detection area can be set more finely, and the influence of the future weather phenomenon on the destination of the vehicle can be predicted more accurately.

[4. Other Embodiments]
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the said embodiment, It is possible to implement in the following various aspects.

  (1) In the above embodiment, for example, every time the route length exceeds a predetermined value, the distance from the arbitrary point to the outer edge is increased. Although it changes in steps according to the distance from the present location to the arbitrary point on the traveling road, it is not limited to this, and the distance from the arbitrary point on the traveling road to the outer edge may be set constant.

  (2) Further, the distance from an arbitrary point on the traveling road to the outer edge of the detection area may be smoothly changed according to the distance from the current location of the vehicle to the arbitrary point on the traveling road. Even in this way, similarly, it is possible to more easily predict the influence of the future weather phenomenon on the destination of the vehicle.

  (3) Further, the distance from an arbitrary point on the traveling road to the outer edge of the detection area may be set so as to change according to the time required to arrive at the arbitrary point on the traveling road. In this case, the distance from the arbitrary point on the road to the outer edge of the detection area can be changed smoothly according to the time required to arrive at the arbitrary point on the road or arrive at the arbitrary point on the road. It is conceivable to change it step by step according to the time required for. Moreover, about the above-mentioned detection area | region, you may set so that the distance from the arbitrary point to an outer edge may become large, so that the time required to arrive at the arbitrary point on a travel path is long. Thus, if the distance from an arbitrary point on the travel path to the outer edge is set to change according to the required time, the influence of the future weather phenomenon on the destination of the vehicle can be predicted more easily.

  (4) In the above embodiment, in the weather information display process, when it is determined that a weather warning exists in the detection area (S135: YES), the control circuit 29 determines that the “traveling road such as a route or road or road” "," Detection area "and" influence area of meteorological phenomenon "are displayed on the display device 26 (S140, see FIG. 5), but not limited to this, as illustrated in FIG. You may alert | report that it was judged that the weather warning exists in a detection area | region by changing a color. In addition, as illustrated in FIG. 6 (a), by notifying that it is determined that a weather warning exists in the detection area by displaying an on-screen or by voice guidance of the occurrence of a weather warning. Also good. In addition, as illustrated in FIG. 6B, by simplifying the guide route and road and displaying a weather alert in the vicinity thereof, it is notified that the weather alert has been determined to exist within the detection area. May be.

  Further, the map is displayed based on the map information, and as described above, the “traveling road” such as the route or road, the “detection area”, and the “affected area of the meteorological phenomenon” are displayed on the display device 26. It may be.

  Even in this way, it is possible to make it easier to grasp the route from the current location to the destination or the positional relationship between the road on which the vehicle is traveling and the meteorological phenomenon such as a typhoon. Therefore, it is possible to more easily predict the influence of the future weather phenomenon on the destination of the vehicle.

  (5) In the above-described embodiment, the predetermined section configuring the detection area is configured by a grid divided by latitude and longitude, but is not limited thereto, and the predetermined section configuring the detection area may be a polygonal area or You may comprise by division of other shapes, such as a circular area | region (refer FIG. 14).

It is explanatory drawing which shows schematic structure of the navigation apparatus of 1st embodiment. (A) is a table which shows the kind of weather information, and its detailed description, (b) is a table which shows the kind of weather warning contained in weather information, and its detailed description. It is a table which shows the kind of weather warning contained in weather information. 4 is a flowchart showing a procedure of weather information display processing executed by a control circuit 29 of the navigation device 20. It is explanatory drawing (1) explaining a weather information display process. (A) is explanatory drawing (1) which shows the example of a weather information display, (b) is explanatory drawing (2) which shows the example of a weather information display. It is explanatory drawing (2) explaining a weather information display process. It is explanatory drawing (3) explaining a weather information display process. It is explanatory drawing (4) explaining a weather information display process. It is explanatory drawing (5) explaining a weather information display process. It is explanatory drawing (6) explaining a weather information display process. It is explanatory drawing (7) explaining a weather information display process. It is explanatory drawing (8) explaining a weather information display process. It is explanatory drawing (9) explaining a weather information display process. It is explanatory drawing which shows the example of a division which comprises weather information.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 20 ... Navigation apparatus, 21 ... Position detector, 21a ... GPS receiver, 21b ... Gyroscope, 21c ... Distance sensor, 22 ... Operation switch group, 23a ... Remote control, 23b ... Remote control sensor, 24 ... External communication device, 25 ... Map data input device, 26 ... display device, 27 ... voice output device, 28 ... external memory, 29 ... control circuit.

Claims (30)

A travel path identifying means for identifying a travel path on which the vehicle travels;
A detection area defining means for defining an area within a predetermined range from the travel path specified by the travel path specifying means as a detection area for detecting the presence or absence of an influence due to a weather phenomenon whose trend should be noted;
Weather information acquisition means for acquiring weather information set in correspondence with each first predetermined block unit on the map;
Referring to the weather information acquired by the weather information acquisition means, a part of the influence area composed of the first predetermined section in which a weather phenomenon whose trend should be noted is set is the detection area defining means. A determination means for determining whether or not the detection area defined by the parameter is present in the detection area, and determining that there is an influence due to a meteorological phenomenon corresponding to the influence area when a part of the influence area exists in the detection area When,
With
The detection area defining means configures the detection area in a second predetermined section unit on a map, and the second predetermined section unit constituting the detection area includes the first predetermined section constituting the influence area. A navigation device characterized in that it is set smaller than a predetermined section unit. The navigation device according to claim 1, wherein
The navigation apparatus characterized in that the detection area defining means defines the detection area according to a distance from a current location. The navigation device according to claim 1 or 2,
The navigation apparatus characterized in that the detection area defining means defines the detection area according to a required time from a current location. In the navigation apparatus in any one of Claims 1-3,
The detection area defining means, a navigation system, characterized by defining in accordance with the detection area corresponding to any point on the travel path to the size of the impact area of the weather phenomena. In the navigation apparatus in any one of Claims 1-4,
The detection area defining means defines a detection area corresponding to the current location of the vehicle according to the traveling speed when the vehicle continuously travels for a predetermined time at a predetermined traveling speed or less. Navigation device. A travel path identifying means for identifying a travel path on which the vehicle travels;
A detection area defining means for defining an area within a predetermined range from the travel path specified by the travel path specifying means as a detection area for detecting the presence or absence of an influence due to a weather phenomenon whose trend should be noted;
Weather information acquisition means for acquiring weather information set in correspondence with each first predetermined block unit on the map;
Referring to the weather information acquired by the weather information acquisition means, a part of the influence area composed of the first predetermined section in which a weather phenomenon whose trend should be noted is set is the detection area defining means. A determination means for determining whether or not the detection area defined by the parameter is present in the detection area, and determining that there is an influence due to a meteorological phenomenon corresponding to the influence area when a part of the influence area exists in the detection area When,
With
The navigation apparatus characterized in that the detection area defining means defines the detection area according to a distance from a current location. The navigation device according to claim 6, wherein
The navigation apparatus characterized in that the detection area defining means defines the detection area according to a required time from a current location. The navigation device according to claim 6 or 7,
The detection area defining means, a navigation system, characterized by defining in accordance with the detection area corresponding to any point on the travel path to the size of the impact area of the weather phenomena. The navigation device according to any one of claims 6 to 8,
The detection area defining means defines a detection area corresponding to the current location of the vehicle according to the traveling speed when the vehicle continuously travels for a predetermined time at a predetermined traveling speed or less. Navigation device. A travel path identifying means for identifying a travel path on which the vehicle travels;
A detection area defining means for defining an area within a predetermined range from the travel path specified by the travel path specifying means as a detection area for detecting the presence or absence of an influence due to a weather phenomenon whose trend should be noted;
Weather information acquisition means for acquiring weather information set in correspondence with each first predetermined block unit on the map;
Referring to the weather information acquired by the weather information acquisition means, a part of the influence area composed of the first predetermined section in which a weather phenomenon whose trend should be noted is set is the detection area defining means. A determination means for determining whether or not the detection area defined by the parameter is present in the detection area, and determining that there is an influence due to a meteorological phenomenon corresponding to the influence area when a part of the influence area exists in the detection area When,
With
The navigation apparatus characterized in that the detection area defining means defines the detection area according to a required time from a current location. The navigation device according to claim 10,
The detection area defining means, a navigation system, characterized by defining in accordance with the detection area corresponding to any point on the travel path to the size of the impact area of the weather phenomena. The navigation device according to claim 10 or 11,
The detection area defining means defines a detection area corresponding to the current location of the vehicle according to the traveling speed when the vehicle continuously travels for a predetermined time at a predetermined traveling speed or less. Navigation device. A travel path identifying means for identifying a travel path on which the vehicle travels;
A detection area defining means for defining an area within a predetermined range from the travel path specified by the travel path specifying means as a detection area for detecting the presence or absence of an influence due to a weather phenomenon whose trend should be noted;
Weather information acquisition means for acquiring weather information set in correspondence with each first predetermined block unit on the map;
Referring to the weather information acquired by the weather information acquisition means, a part of the influence area composed of the first predetermined section in which a weather phenomenon whose trend should be noted is set is the detection area defining means. A determination means for determining whether or not the detection area defined by the parameter is present in the detection area, and determining that there is an influence due to a meteorological phenomenon corresponding to the influence area when a part of the influence area exists in the detection area When,
With
The detection area defining means, a navigation system, characterized by defining in accordance with the detection area corresponding to any point on the travel path to the size of the impact area of the weather phenomena. The navigation device according to claim 13,
The detection area defining means defines a detection area corresponding to the current location of the vehicle according to the traveling speed when the vehicle continuously travels for a predetermined time at a predetermined traveling speed or less. Navigation device. A travel path identifying means for identifying a travel path on which the vehicle travels;
A detection area defining means for defining an area within a predetermined range from the travel path specified by the travel path specifying means as a detection area for detecting the presence or absence of an influence due to a weather phenomenon whose trend should be noted;
Weather information acquisition means for acquiring weather information set in correspondence with each first predetermined block unit on the map;
Referring to the weather information acquired by the weather information acquisition means, a part of the influence area composed of the first predetermined section in which a weather phenomenon whose trend should be noted is set is the detection area defining means. A determination means for determining whether or not the detection area defined by the parameter is present in the detection area, and determining that there is an influence due to a meteorological phenomenon corresponding to the influence area when a part of the influence area exists in the detection area When,
With
The detection area defining means defines a detection area corresponding to the current location of the vehicle according to the traveling speed when the vehicle has traveled continuously for a predetermined time at a predetermined traveling speed or less. Navigation device. The navigation device according to any one of claims 6 to 15,
The navigation apparatus characterized in that the detection area defining means configures the detection area in units of a second predetermined section on a map. The navigation device according to claim 16,
The navigation apparatus characterized in that the detection area defining means configures the second predetermined section constituting the detection area by a grid divided by latitude and longitude. The navigation device according to claim 16,
The navigation apparatus according to claim 1, wherein the detection area defining means configures the second predetermined section constituting the detection area as a circular area. The navigation device according to claim 16,
The navigation apparatus according to claim 1, wherein the detection area defining means configures the second predetermined section constituting the detection area as a polygonal area. The navigation device according to any one of claims 1 to 19,
The navigation apparatus according to claim 1, wherein the detection area defining means sets the detection area to include an area within a predetermined distance from the current location of the vehicle.   The navigation device according to any one of claims 1 to 20,
  The navigation device according to claim 1, wherein the detection area defining means defines a detection range corresponding to an arbitrary point on the travel path according to a type of the weather phenomenon.   The navigation device according to any one of claims 1 to 21,
  The navigation device characterized in that the detection area defining means defines, as the detection area, a predetermined range centering on a passing point existing on the traveling road when a passing point exists on the traveling road.   The navigation device according to claim 22, wherein
  The navigation apparatus characterized in that the detection area defining means defines the detection area according to a type of the passing point.   The navigation device according to any one of claims 1 to 23,
  The said detection area prescription | regulation means prescribes | regulates the predetermined range corresponding to the point which passes multiple times as the said detection area, when the searched path | route is a path | route which passes the same point in multiple times.   25. The navigation device according to claim 24.
  The navigation apparatus according to claim 1, wherein the detection area defining means redefines a detection area corresponding to the point passing the plurality of times after passing the point.   The navigation device according to any one of claims 1 to 25,
  Display means for displaying various information to the user;
  When a part of the influence area exists in the detection area and the judgment means regards that there is an influence due to a meteorological phenomenon corresponding to the influence area, the determination information indicating that is displayed on the display means Display control means,
  A navigation device comprising:   The navigation device according to claim 26.
  The display control means causes the display means to display at least the travel path, the detection area, and the influence area as the determination information.   The navigation device according to claim 26 or claim 27,
  A map information acquisition means for acquiring map information;
  The display means can display the map information acquired by the map information acquisition means,
  The display control means displays a map on the display means based on the map information acquired by the map information acquisition means, and causes the display means to display the determination information.
  A navigation device characterized by the above.   The program for functioning a computer as a detection area prescription | regulation means and determination means in the navigation apparatus in any one of Claims 1-25.   A program for causing a computer to function as a detection area defining unit, a determination unit, and a display control unit in the navigation device according to any one of claims 26 to 28.